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Review: Fokker 60 By PAOB

Review: Fokker 60 By PAOB

By Bill StackDecember 27, 2011

Screen shots by Precision Aerobus

The Fokker 60 is a lengthened cargo
version of the Fokker 50 passenger airliner. It is 5.3 feet (1.62
meters) longer than the 50 model, and it has a cargo door just
behind the cockpit on the right side. It is generally comparable to
the De Havilland Dash 8, which is also a high-wing, twin-turboprop
aircraft. The Fokker 60 is longer and heavier than some Dash 8
models and shorter and lighter than other models. Ditto their
ceilings and ranges.

Only four model 60s were built because Fokker went bankrupt
shortly after production started in 1994. They were bought by the
Royal Netherlands Air Force and were parked at the Eindhoven Air
Base in the Netherlands. Different websites attribute different
dispositions for those four aircraft. Wikipedia says they were sold
to the Peruvian Naval Aviation. Worldwide Military Com says they
were used by the Coast Guards of the Netherlands Antilles and
Aruba. Airliners Net says they are used for drug enforcement in the
Caribbean Sea. Prorating development costs funded by the
Netherlands Government over the four aircraft make each of them the
most expensive aircraft in the country's fleet, which the
government always remembered.

Precision Aerobus' Renditions

Five models for Microsoft Flight Simulator X ® are offered by
Precision Aerobus (PAOB). Three are painted in camouflage, one is
depicted as a cargo aircraft for KLM Royal Dutch Airlines, and one
is depicted as a passenger airliner for KLM. They are called
Medical Evacuation, Utility Parachute, Utility Alternate, KLM
Cargo, and KLM General. The primary difference between the two KLM
aircraft is the right-side cargo door on the cargo version.
Precision Aerobus says its depictions are based on real-world
Fokker 50s and 60s.

SAMPLING OF MODELS

Selection Menu

Utility Parachute

Medical Evacuation

Utility Alternate

KLM General

KLM Cargo

Screen shots by Bill
Stack

Visual Features

Precision Aerobus' renditions of these Fokker 60s are mostly
accurate compared with photos I found on the Internet. Overall
dimensions and shapes are accurate, and I found real-world photos
of gray camouflage liveries. But there are no KLM models at all
because the Fokker 60s were developed as cargo aircraft for the
Netherlands military, and I was unable to find any photos
resembling the yellow/black "Alternate" livery. Precision Aerobus
says a commercial version for 60 passengers is being studied.

Fokker 60 In Flight

Medical
Evacuation

Parachute

Alternate

General

Cargo

Medical
Evacuation

Screen shots by Bill Stack

Fokker 60 Interiors

Cockpits are exactly the same for all five models. This makes
sense since only four aircraft were built, but military aircraft
usually have different cockpits than their civilian counterparts of
similar models. There being no real-world civilian model of this
aircraft answers that question.

Four cabin interiors are offered: The Medical model has typical
cots attached to the interior sidewalls. The KLM cargo model has
several large wood crates down the middle. The KLM passenger model
has forward-facing seating typical of commercial airliners. The
fourth model is empty. Whether these are realistic is difficult to
verify, but they seem realistic enough for the depicted aircraft.
The PAOB website shows a fifth cabin with bench-style seating, but
I did not see that in any of the five models I reviewed. In
response to my question, PAOB said this seating depiction should be
seen in the Parachute model and the error would be corrected "at
once."

Fokker 60 Interiors

Left
Seat

Right
Seat

Center
View

Right Seat
Backward View

KLM Cargo
Bay

KLM General
Cabin

Medical
Evacuation Cabin

Alternate
Cabin

Screen shots by Bill
Stack

Fokker 60 Instruments

All five models use the same instrument panel. This makes sense
since only four aircraft were built and there were no civilian
airliner models in the real world. This panel is very typical,
using layout and instruments that are commonly found among military
and civilian aircraft. Precision Aerobus' rendition of this panel
appears realistic compared with real-world photos I found on the
Internet.

Electronics are turned off by default. This is true even when an
aircraft model is changed from one to another. The glass
instruments (Primary Flight Display and Navigation Display) are
turned on with buttons in the Overhead Panel. The radios are turned
on with buttons on the center console, or "pedestal" as PAOB calls
it. Each radio &#8212 communication, navigation, direction
finder, and omnibearing indicator &#8212 has its own on/off
knob and must be activated separately. The PAOB documents recommend
going through the Prestart Checklist for activating these
devices.

The PFD (Primary Flight Display) is unlike most others I have
seen because it has no sliding tapes showing altitude or airspeed.
With regard to airspeed indicator and altimeter, the manual refers
only to the mechanical instruments to the left and right of the
PFD. Digital readouts are displayed only when the autopilot is
engaged. The PAOB manual calls this instrument a PFD and an EADI
(Enhanced Attitude Director Indicator).

Most switches, knobs, handles, and similar controls can be
worked with mouse clicks. Some are decorative. They do nothing but
look nice, which is common in simulation cockpits.

Popup windows show the Overhead Panel, the Pedestal (center
console), the CAP (Central Annunciator Unit), the Garmin 500 GPS, a
Door Selection panel and an Options Panel. The CAP shows three
alert levels for 16 functions such as electrical, air conditioning,
fuel, and hydraulics. The Options Panel enables users to select or
deselect four simulator functions.

All gauges and controls are fairly clear and easy to read. Some
require zooming in because of their sizes and clarity, which is
common among simulation panels.

The Flight Management Computer and the GPS device mounted in the
center console are decorative. Neither responds to any mouse
clicks, their displays never change, the GPS screen bears no
resemblance to anything on the GPS in the separate popup window,
and they don't appear in the Pedestal popup window.

Fokker 60 Instruments

2D Main
Panel

Overhead
Panel

Pedestal
Panel

Central
Annunciator Unit

Electronic Checklists

Options
Panel

Screen shots by Bill
Stack

Night Effects

Lighting effects inside and outside at dawn, dusk, and night are
typical. Light casts, shadows, and backlights are realistic. I saw
nothing to criticize about PAOB's night effects.

Night Effects

Cockpit Left Seat

Cockpit Center

KLM General

Parachute

Screen shots by
Bill Stack

Animations

Four doors open and close: Passenger door, large cargo door,
service door, and multipurpose door. The large cargo door is not on
the KLM passenger model. A door-opening panel available through the
popup windows has click buttons for each of these four doors.

Animations

Main Cabin Door

Large Cargo Door

Multipurpose Door

Service Door

Screen shots by
Bill Stack

Performance Specifications

Precision Aerobus says flight modeling for its Fokker 60 is
based on "real data input and consulting the real pilot for the
flight dynamic test." The description in the aircraft-selection
menu refers to a Series 100 and a Series 300. In response to my
question, PAOB clarified that its model is the 300 Series.

Fokker 60 Performance

For my flight tests, I used Eindhoven Air Base (EHEH) in
Eindhoven, Netherlands. This is where the four Fokker 60 aircraft
were originally stationed after production. Elevation is 74 feet
(23 meters). Runway 04/22 is 9,842 feet (3,000 meters) long. I used
clear weather with standard atmosphere (59F, 29.92 inches). And I
used PAOB's default gross weight of 50,579 pounds (22,942
kilograms). This is barely under the aircraft's maximum gross
take-off weight of 50,595 pounds (22,949 kilograms) because it's
full of fuel, passengers, and cargo. All five models have the same
performance characteristics.

Starting: Engines are running when the aircraft models
are loaded in the simulator, so I shut them down and followed the
entire startup sequence described on several checklists such as
"Prestart," "Crew at Stations," and "After Start." Even though
engines are already running when the aircraft are loaded, glass
instruments and avionics have to be turned on every time a model is
changed, which I found a bit annoying.

Taxiing: I had no problem taxiing in this aircraft. It
isn't difficult to handle on the ground, but attention to speed and
turn radius is required because this is a stretched aircraft.

Taking Off: The documents are not clear on use of flaps
for taking off. The checklists say nothing. The reference sheet
merely says "Approach 175" and "Full Extension 155." A table in
Microsoft Excel spreadsheet shows various "abnormal flap settings,"
but I didn't see anything abnormal about these flights. I assumed
that these documents imply no flaps are needed for taking off, but
I took off first flaps not deflected then later with flaps
deflected.

Neither the reference sheet nor checklists specify power levels
for taking off. These levels usually differ for turbine engines
depending on weight, elevation, and atmospheric conditions. In lieu
of any guidance, I advanced the throttle to just below the
engine-gauge red lines. With throttles full up, the engine gauges
read as follows: NP 91.1, TRQ 99.9, ITT 799, NH 100.1.

The reference sheet specifies rotation speed (VR) of 92 knots
indicated airspeed (KIAS) to 104 KIAS depending on weight and
take-off safety speed (V2) of 96 KIAS to 104 KIAS. Because I tested
with the almost maximum weight, the higher speeds applied. Indeed,
the aircraft rotated just above 100 KIAS and lifted off between 105
KIAS and 110 KIAS without flaps.

Climbing Out: The reference sheet shows that climbing
airspeed between sea level and 10,000 feet (3,050 meters) above
mean sea level (MSL) should be 160 KIAS. Attaining and sustaining
this speed is easy with a few pitch adjustments. At a 10-degree
pitch during initial climb, the airspeed increased smoothly (not
too fast or too slowly) to 150 KIAS. Vertical speed was 2,000 feet
per minute. I reduced pitch to five degrees, and the airspeed
increased to 170 KIAS with 2,000-FPM vertical speed. Seven to eight
degrees pitch at full power held the specified 160 KIAS while
vertical speed remained at 2,000 FPM.

Between 10,000 and 15,000 feet, climbing airspeed should be 150
KIAS. Between 15,000 and 20,000 feet, 140 KIAS. Between 20,000 and
25,000 feet, 130 KIAS. At these altitudes, these indicated
airspeeds roughly calculate to 170-180 true airspeed. None of these
airspeeds was difficult in this aircraft.

Cruising: "Maximum operating altitude" is specified as
25,000 feet MSL. Although the aircraft struggled to climb more than
a few hundred feet per minute above this level, it did reach 26,500
feet after several minutes. After I leveled off at 25,000 feet, the
airspeed increased to 160 KIAS, which calculates roughly to 210
TAS.

Turning: Turning is easy in this aircraft. It banks and
returns to level with little effort, even at high speeds and
altitudes. It also held a 30-degree bank with hands off the
controls.

Descending: Pulling the throttle levers back about half
way reduced power substantially and induced a smooth descent of
1,800 feet per minute and 180 KIAS. The aircraft descended
gracefully at these levels from 25,000 feet to 5,000 feet.

Approaching: "Landing Approach" speeds are specified
between 100 KIAS and 110 KIAS, but this aircraft sank too quickly
at these speeds when fully loaded in the specified landing
configuration. I found that approach was best around 110 to 120
KIAS under those conditions. A lighter aircraft, which I didn't
test, might have approached at slower speeds.

Landing: The aircraft touched down gently at 100 KIAS and
stopped well within Eindhoven's runways with reverse thrusters and
wheel brakes.

Overall: Generally, I found this aircraft handling very
easily for its size and weight, almost too easily. Precision
Aerobus said its performance modeling is based on real-world data
and pilot consultations. Having never flown any real-world Fokker
50 or 60 aircraft, I cannot personally attest to how closely PAOB's
rendition resembles the real-world aircraft's performance. Neither
can I say how it compares to other Fokker 50s or 60s that might be
available for MSFS.

The Documents

An assortment of documents in several formats accompanies this
aircraft. Several folders and archives contain files in Adobe
Acrobat, Microsoft Word, HTML, ordinary text, and various images
(GIF, BMP, JPG). I counted 34 separate data files in these various
formats. The more significant documents are described as
follows:

Checklists: Checklists are available in the kneeboard
and through a device called "Electronic Keyboard." The kneeboard
checklist explains engine start procedure and lists keyboard
commands for popup windows, but nothing about any other flight
phase. The Electronic Keyboard appears through an instrument-panel
popup window. Pilots cycle through pages and items with mouse
clicks, and they can move forward and backward through the
checklists. Although it covers most flight phases, it has no
guidance for taking off or landing, which are crucial flight
phases.

Reference Sheet: The reference sheet in HTML format is
readable through the kneeboard, and it provides data about V speeds
and flaps settings.

Manuals: Several manuals in Adobe Acrobat format (PFD)
describe just about everything needed for realistically simulating
flight in this aircraft, such as flight data, navigation methods,
engines, and panels. These include an 80-page basic manual plus
manuals for "Flight Controls," "Landing Gear," and "Power
Plant."

Images: Aircraft diagrams presumably scanned from
official manuals describe dimensions, cabin layout, weights, and
performance features. They are contained in numerous files in
various formats such as BMP, GIF, and JPG.

Manual (Page 9)

Take-Off and Landing Speeds

Torque Table

Utility Overview

Screen shots by
Bill Stack

Technical Matters

Precision Aerobus' Fokker 60 is for FSX only.

In the Aircraft Selection menu, the Fokker 60 is listed under
Fokker (manufacturer) and Precision Aerobus (publisher).

Frame rates are good. There's no video stuttering from any of
the models.

These aircraft can be uninstalled if desired through the Windows
Add/Remove Programs feature or the Windows Explorer.

Technical support is through an email address provided by PAOB.
They responded quickly and courteously to my requests for
information for this review.

Readers with technical questions not answered in this review
should ask the developer, who is in the best position to answer
such questions. Using the links below, go to the Pilot Shop page
where the product is listed and described, then click on
"Manufacturer Tech Support" in the right column.

TECHNICAL & PURCHASE FEATURES

MSFS Version

FSX

Instant download from the Pilot Shop

Yes

Installation program

Yes

License key required

No

Copyright acknowledgment required

Yes

Manual included

Yes

Uninstall program included

No

Frame Rates

Good

Price

$43.00 US

More Information

More information about the real-world Fokker 60 is available
from Wikipedia and Dutch Aviation. Several other websites have
some data about the Fokker 60, but they duplicate Wikipedia, and
some of those websites are amateurish.

The Developer

Precision Aerobus is a software publishing developer for
flight-sim addons. It delivers "sophisticated aircraft model to
your flight-sim needs," according to its website. Established 2005,
PAOB's first product was the Jetstream 41 for FSX
for FS2004 and FSX, released in 2007. Another product is the
Fokker 50 for
FSX.

Overall

This is an impressive rendition of a rare aircraft. Although
based on a commonly flown aircraft, only four Fokker 60 models were
ever produced. Visuals are realistic and accurate inside and out.
Flight modeling seems too easy, but the developer says modeling is
based on real-data input and pilot consultation. Supporting
documents are copious. Tech support is prompt and courteous.